Territory



{No Model.) 6 Sheets-Sheet 1.

r J. PARKINSCN.

COMBINED ELECTRIC HYDRAULIC ELEVATOR.

No. 571,780. Patented Nov. 17,A 18.96.

(No Model.) 6 Sheets-Sheet! 2.

J. PARKINSON.

COMBINED ELECTRIC HYDRAULIC ELEVATCR.

No. 571,730. Patented Nov, 17, 1896.

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6 Sheets-Sheet 3.

(N0 Model.)

J. PARKINSON. COMBINED ELECTRIC HYDRAULIC ELEVATOR.

'Patented Nov, 17, 1896.

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' J. PARKINSON.

COMBINED ELECTRIC HYDRAULIC ELEVATOR. No. 571,730.

Patented Nov. 17, 1896.

(No Model.) 6 Sheets- Sheet 5. J. PARKINSON. COMBINED ELECTRIC HYDRAULIC BLEVAIOR. No. 571,730.

Patented Nov. 17, 1A 96.V

m6 Mig? -f l (No Model.) 6 Sheets-'Sheet 6.

J. PARKINSON. GOMBINED ELECTRIC HYDRAULIC BLEVATOR.

NG. 571,230. Patented Nov. 17, 1896.

MUni-TED STATES PATENT OEEicE JOHN PARKINSON, OIl LOS ANGELES, CALIFORNIA, ASSIGNOR, BY MESNE ASSIGNMENTS, TO THE PARKINSON ELEVATOR COMPANY, OF SAME PLACE AND PHOENIX, ARIZONA TERRITORY.

COMBINED ELECTRiC HYDRAULIC ELEVATOR.

SEECFIGATION forming part of Letters Patent No. 571,730, dated November 17', 1896.

Application filed April 10, 18%. Serial No. 545.175. lNo modeL` iro all whom it may concern:

Be it kno Wn that I, JOHN PAEKINSON, a citizen of the United States, residing` at Los Angeles, in the county of Los Angeles and State of California, have invented new and useful Improvements in Combined Electric Hydraulic Elevators, oli' which the following is a speciication.

My invention relates to the new class of elevators set forth in my former application for Letters Patent, Serial No. 536,] 9S, -iiled January 25, 1895, in which the piston of a hydraulic safety appliance is connected with a rack which is operatively connected with the car hoisting or driving mechanism of the elevator and in which 'the elevator-car is supported by the hydraulic safety appliance at all times when the car is notmoving upward.

By my present invention l am enabled, ivith very simple means, to usc a piston having only one head, which plays in a cylinder and divides the cylinder into two compartments, and l return the Water from side to side oi the piston-head through a valved conduit which connects the tivo compartments through the heads of the cylinder. The valved conduit is not broadlylneiv, but is an improvement over formerconstructions. In mypresent de- V,

` the multiple-sheave horizontal elevator type vice I have also added a new valve to this conduit, by which l', am enabled to readily set the machine to a desired limit of speed of descent.

One object of my invention is to simplify my safety appliance by using a piston having but one head; also, to make the valves of such appliance more accessible.

Another object is to make a machine by which to successfully apply the said invention, embracing said hydraulic piston and rack, to horizontal inultiple-sheave elevators, so that such machines can be converted f rom hydraulie machines to electric machines; that is to say, to machines driven by electric power applied directly and not through the mcdiuin of rWater under pressure. By my present invention. I am able to use a large portion of lthe machinery of the hydraulic multiplesheave machines and thereby make a great saving in space in buildings now using hydraulic machines by doing away with the furnace, boilers, pumps, cisterne, and pressure-cylinders. I also dispense with all connections with pressure from the mains and dispense with all connections with and Waste of Water into sewers consequent upon direct connection oi' hydraulic elevators with city Water-n1ains- Another obj ect is to scarl-ange the multiple sheaves that the counterweight will exert a power on the multiple sheaves equal to the power required to raise the ear under normal conditions; also, to allow a construction by which the travel of the connieriveight can be less than that of the car.

Another object is to provide in the horizontal multiplesheave type of elevator a valve controlled by the governor and which will control the speed ot' descent of the car.

Another object is to provide adjustable means for accurately setting the descentspeed-controlling valve to operate at any desired limit of speed.

Another object is to provide an automatically-operated switch which will cut olf the electric current when the car reaches a limit of upward travel.

Another object is to provide more simple means for operating the valves and rheostat in conjunction and with relation to each other.

Another object is to devise a machine of in which the power can be applied by a belt or by a cog-gear with and Without the interposition of an electric motor.

Another object is to provide a new safety device to be carried by the car, and which is very simple in its mechanism and powerful in its operation, to hold the carin case of accident and to stop it with but little jar, and yet make the stop absolutely certain.

Another object of this invention is to provide forconvenient means foi-lubricating the piston-head from the exterior Without havin g to take off the head of the cylinder.

Another object is to provide a new and very simple device for holding and operating the single controlling-rope and by which a large movement of the rope is produced by a slight movement of the lever.

Another object is to provide a new adjustable take-up for the controlling-rope; also, to provide a new take-up for the safety-device rope.

IDO

LII

Another object of my invention is to provide a newand improved connection between the hydraulic piston and the power-pinion.

Another object is to provide an improved construction of the wide-way valve in which a large discharge is required with small movenient of the valve.

Another object is to provide means for readily and accurately setting a limit to the speed of descent.

Another object is to provide a convenient means for throwing the safety device into operation from within the car.

Another object is to provide a traveling truck for carrying the movable sheaves and to hold the same in position.

My invention embraces the various parts, improvements, and combinations hereinafter describedr and claimed.

In my application for Letters Patent of the United States, Serial No. 56S,S9S, iile'd November 1i, 1895, I have broadly and generically claimed the invention underlying this appliance, and which invention consists, essentially, of controlling' the downward movemont ot' the elevator-car by a body of liquid rarranged to flow from one liquid-containing compartment to another through passagesy -at'tord perfect control of the movement of the piston at the descent of the car. The said invention comprises an electric lifting apparatus and a hydraulic supporting and lowering apparatus so arranged in combination that the strain is taken ott ot' the electric motor at all times except when the motor is in operation to raise a load. It comprises a cylinder, a piston arranged in such cylinder, means connected with the piston to move it in one direction, a receptacle or reservoir, a body ot' liquid in the cylinder and receptacle, a passage being provided between the receptacle and cylinder, a valve arranged to allow the liquid to flow freely through such passage from th'e receptacle into the cylinder and prevent its return, a passage being provided to allow liquid to flow from the cylinder into the receptacle, a valve arranged to control and to prevent the flow of liquid through s .ich passage, and means for operating` such valve.

No claim is herein made, broadly and generically, to said invention, because the same is bi oidly claimed in said application, Serial The accompanying drawings illustrate my invention.

Figure 1 is a ragmental elevation Otan elevator embodying my invention, a part of the car being broken'away for clearness of illustration. Fig. 2 is a vertical cross-section on line 2 2, Fig. 9. The traveling sheaves are shown in elevation. Fig. 3 is a sectional detail of the adjustable take-up and tension for the yrope which operates the safety device. Fig. et is a plan ot' the same. Fig. 5 is a fragmental detail showing the under side of the piston-rack and its pinion. Fig. 6 is a fragmental detail showin g the connection between the controlling mechanism and the operatingvalve. This view is taken looking from rear to front in Fig. 1. Fig. 7 is a tragmental vertical longitudinal section of the car hoisting and supporting apparatus. Line 7 7, Figs. 2 and 9, indicate the line of section. Fig. S is a fragmental mid-section on saine line, showing the piston at the lower limit of its stroke. Fig. 9 is a plan of the hoisting and supporting apparatus. Fig. 10 is a fragmental vertical sectional detail of the valves shown in Fig. 7. This view is taken on the same line of section as Fig. 7 in a larger scale. Fig. 11 is a horizontal section on line 11 11, Fig. 10. Fig. 2 is a horizontal section on line 12 12, Fig. 10. Fig. 13 is ahorizontal section on line 13 13, Fig. 10. Fig. 14; is an elevation of the governor mechanism for controllin the speeddescent governorvalve. Fig. 15 is a fragmental elevation of the electric switch and trip for cutting ctt the current when the car reaches its upper limit of travel. Fig. 1b' is an inverted iragmental plan of the car, partly in section. This view is taken looking at the under side of the car and illustrating the safety device which is attached to the car. The governor and the operative parts connected therewith and the gripping devices are shown in full. The floor of the car and the levers which connect the gripping devices with the governor appliance are broken to contract the view. The governor and clutch are shown in operative position to rotate the screw-shaft, and the grip-operating levers are shown just started to operate the grips. Fig. 17 is a sectional elevation on line 17 17, Fig. 1G, showing the governor-operated clutches partly in section. In this view the parts are shown upright. Fig. 18 is a fragmental longitudinal plan section on line 1S 18, Fig. 17, to illustrate the governor and operative parts which operate the gripping-levers. Fig. 19, Sheet 2, is a larger detail ot' a part of the structure shown in Fig. 1S. Fig. 20, Sheet 2, is a fragmental plan view at right angles to Fig. 19. Fig. 21 is a fraginental elevation ot' one side of one of the gripping devices. In this detail the short jaw shown at the left in Fig. 1G is in sight and a portion of the hanger is broken away to expose the spring which retracts such "'2 Fig. 16, looking toward the car. In comparing Figs. 21 and 22 with Fig. 16 it must be ob- IOO IIO

served that Fig. 16 shows the parts inverted. Fig. 2.3 is a detail of the mechanism to enable the operator within the car to throw the safety device into operation. Fig. 2i is a fragmental elevation, partly in section, showing the operating or control rope lever and pulleys and connections which are carried by the car. Line Jet 2l, Fig. 25, shows the line of section. Fig. is a traginental sectional elevation of the same mechanism, looking toward the right in Fig. Line Fig. 2C, shows the line of section. Fig. 2G is an inverted plan looking at the under side ofthe cont-rol rope, lever, pulleys, and connections which are carried by the car. Fig. 27 is a fragmental detail of the rack and handle for holding and moving the control rope and lever. Fig. 28 is a section of the saine on line 2S 2S, Fig. 27. Fig. 2!) is a fragmental elevation showing the handle and fragments of the rack and lever shown in Fig. 27. Fig. 30 is an elevation ofthe rope take-up and tension device, loohingtoward the right on line 30 230 at the top of Fig. I. Fig. 3l is a plan on line 3l 3l, Fig. 30.

In constructing my machine two sets of sheaves for operating the car and two sets of sheaves for operating the counterweights are employed and are arranged with one set of each on opposite sides of the rack and piston which operate and control the traveling sheaves. This balances the machine. The double sets of sheaves are shown in the plan view, Fig. i), and are there indicated in a general way' by the reference-characters 4 and In the particular description hereinafter given reference is made to the parts as though there were but one set ci sheaves for the car and buty one set ior the counterweight.

I will first proceed to describe my improved hydraulic supporting device. This comprises the combination ofl a hydraulic cylinder A, having a port u ct at each end, a valve-controlled conduit B connecting the ports, the car-supporting piston arranged with its head G within the cylinder between the ports and its rod C extending through both ends of the cylinder, and a; body of liquid D in. the cylinder and conduit. By this simple contrivance I am enabled to use a single ,head within a straight cylinder, dividing the cylinder into two compartments, and the valves which control the conduit are niade very accessible, the conduit being preferably arranged above the top of the cylinder. It is important in a hydraulic supporting device of this character that the piston-rod should play through both ends of the cylinder in which the piston-head mounted on such rod plays, for by this means when the piston moves the consequent contraction of space on one side of the head is exactly compensated by the increased space on the other side ot' the head within the cylinder, thus allowing the piston to play freely, subject only vto the friction of the liquid through the conduit and the controlling operation of the valves.

E indicates a cross-head fastened to one end of the piston-rod C.

F indicates a rack connected with the crosshead and connected with the driving mechanism of the elevator. This driving mechanism includes the motor G, the belt G, the belt-pulley G2, the power-shaft G3, and the pinion G". The belt-pulley or power-wheel Gr2 and the pinion G4 are fixed upon the powershaft G3, and the pinion meshes with the rack, so that when the motor is driven in one direction the rack will be driven in one direction, together with the piston-rod and its pistonhead, and vice versa.

ll is a caroperating traveling sheave mounted on the cross-head E, and I is the car-operating fixed sheave, and J is the caroperating cable fixed to a suitable support j at one end, passed thence around the traveling sheave II and the iixed sheave I, and operatively connected with the car K at the other or free end in the ordinary manner, being passed over the supporting-pulley K' and down to the car, as is common in the usual inode of construction.

In order to cause the connterweight to exert a power on the multiple sheaves equalto the power required to raise the car under nornial conditions, I provide a counterweight iixed sh eave I' and a counterweight traveling sheave ll'. Both of the traveling sheaves II II are mounted upon the cross-head E, which is connected with the rack F, and the two lined sheaves are arranged upon opposite sides of thetravelin g sheaves and in one plane therewith, so that the two traveling sheaves are arranged to travel together between the lined sheaves.

J2 indicates a counterweight-cable fixed at one end to asuitable support j?, passed thence around the counterweight operating traveling and fixed sheaves, and operatively connected with the counterweight J3. The con nection with the coun terweight is made in the ordinary manner, the cable being passed uuder the depression-pulley K2 and over supporting-pulley K3, and thence down and fastened at its free end to the counterweight. This construction is applicable to ordinary hydraulic-driven niultiple-sheave elevators,

and by its means it is possibleto so gear the tackle that the counterweight will move only,

This will be done by using av IOO IIO

to be an improvement over all other elevators in the extreme simplicity of the machinery by which I apply the power `from the motor, and I regard this simple combination of elements as a very important invention in elevators.

The valves which control the flow of liquid through the conduit are operatively connected with the car through suitable mechanism, which I will hereinafter describe, and by means of this the flow of liquid will not afford any obstruction While the car is rising, but will control the speed of descent and will support the car at all times when the car is not rising.

I provide suitable guides for the rack to hold the same constantly and truly in mesh with the power-pinion G". The guide for one end of the rack is essentially composed of the track F, upon which runs the truck F2, which carries the cross-head E to which the rack, piston, and sheaves are fastened. The truck is provided with two carrying-wheels f2 fm, each having a beveled flange 2. (See Fig. 2.) The track F for such carryingwheels is provided at its edges with beveled faces 3 to fit the flanges, and it has a retaining-web 6, projecting from its upper side between the beveled faces and provided with a retaining-flange 7.

The truck FZ is provided with a hooked arm 8, depending from the truck and hooking into the retaining-web underneath the retaining-ange `7. Thus the truck is kept constantly in exact line between the cylinder A and the pinion G". The guide for the other end of the rack comprises a guide-roller F 3, which is mounted above the rack opposite the pinion and enga-ges the back of the rack. It is grooved to fit ribs f3 on the back of the rack. I prefer to use a rack and pinion having several distinct spur-gears. The teeth instead of being in line are arranged in steps to give a continuous bearing. (See Fig. 5.) This construction, however, is not claimed to be new, although I do not know that it has been applied to elevators. The ribs of the ribbed rack are beveled at their sides, and the grooves fm in the roller are beveled to fit such ribs, and this construction, in combination with the guide for the other end of the rack, holds the rack constantly in proper mesh with the pinion and in line with the piston-rod. The traveling sheave-carrying truck is fastened to the rack through the medium of the cross-head, and the iianged web 6 and the depending hooked arm S afford suitable means for holding the truck down upon the track and thus holding the rear end of the rack in proper line with the pistonrod. The rack and the piston-rod are pivoted to opposite sides of the cross-head and play back and forth in a horizontal line.

FAl is a supporting-roller arranged beneath the path of the rack beyond the pinion G4 to engage the under side of the end of the rack after it has passed the pinion, and thus support the end of the rack at the latter part of its downward stroke; that is, the close of the stroke when the car is descending. The roller Fl is provided at its sides with flanges f4, which engage with plain faces f at the sides of the teeth on the under face of the rack. (See Figs. 5, 7, and 0.)

'Vhile at present I deem it preferable to use in the cylinder and conduit glycerine or some other oil, or a mixture of oil and water as the liquid for the hydraulic safety-support, yet in order to provide for lubricating the piston-head, if it should at any time be found desirable to do so, I have invented means for conveniently accomplishing this lubrication. The piston-rod C is provided with a longitudinal oil-duct c', and the piston-head C, mounted on the rod, is provided with oil-ducts c, extending from its rim and communicating with the piston-rod duct, and an oil-reservoir 012 is arranged above the plane of the piston-head, and an oil-tube c13 is arranged connecting said reservoir with the piston-rod duct outside of the cylinder. By this construction the oil in the oil cup or reservoir C12 flows through the tube and ducts to the rim of the piston-head and constantly lubricates the bearing between such hea-d and the cylinder.

In order to accurately limit the movement of the piston-rod to the point of descent desired and also to prevent the piston-head from jamming against the ends of the cylinder at the close of the descent of the car, I mount upon the projecting free end of the piston-rod a suitable stop-nut c, arranged to screw back and forth upon the end of the piston-rod and to be set at such a point thereon that it will engage the rear head of the cylinder when the car has reached the downward Vlimit of its travel. It is preferably fastened by a lock-nut.

clindicates a rubber cushion to receive the impact of the stop-nut.

In order to absolutely cut off the electric current from the motor when the car has reached the upward limit of its travel, I provide a switch-trip G5, carried by the car-operating machinery and arranged to operate the switch g5, which controls the electric-supply conductor Q51, which is connected with the electric motor G. The switch-trip G5, as I have shown it, is fastened to and carried by the cross-head E, and it is arranged to operate the switch to cut off the current when the car has reached the upward limit of travel. The switch g5 is to be set at the proper position in the path of the switch-trip, so as to be engaged by such trip When the car has reached the point above which it is not to ascend.

My present elevator, like the one described in my said former application, is provided with a valve-controlled conduit B, which connects the end ports of the cylinder A. This valved conduit is provided with a check-valve L, arranged to allow the liquid to flow freely IOO IIO

t'roin one compartment of the cylinder to the other when the piston moves during the ascent of thc car and to wholly cut oil. thc iiow of liquid `through its passage h when the pistou returns in the opposite direction during the descent ot the car.

A speed-descent governor-passage l1 is arranged to connect the conduit around the check-valve and independent of the checkvalve passage, so that when the check-valve has cut oft' the flow the liquid is still allowed to flow through the speed-descent governorpassage of the conduit.

l L indicates the speed-descent governorvalve, and L2 indicates avalve-lever connected therewith to partially rotate the saine.

L3 indica-tes the speed-descent governor operatively connected with the car K through suitable intermediate connections, which, as shown in the drawings, consist of the car hoisting or driving mechanism and suitable means connecting the governor with such mechanism. l will .now describe such con.- necting means.

L31 is a pulley connected by beveled gear L32 with the governor-shaft L33, and this pulley is driven by apullcy im, which is secured to rota-te with one of the fixed counterweightsheaves, which is operated by the car-driving mechanism through the cables. The valve-lever is connected with the speed-descent governor by suitable adjustable connections which I will now describe. The valve lever L2 is provided between the lever and the governor with an arc l2, having the axis of the valve for center. (See Fig. ll.)

Z2* is a connecting-rod pivoted to the valvelever between the valve and the arc and adjustably fastened to the are by suitable means, such as the set Z22, fastened to the connecting-rod and passed through a slot Z123 in the are, and there secured by a nut Z2". The governor is operatively connected with the connecting-rod Fl by the pin ZF, working in a slot in the end of the connecting-rod Zfg.

i indicates an adjustable weight on the end of the valve-lever opposite the arc. rlhe purpose of these adjustable devices is to enable the engineer to accurately set the descent-speed governor-valve is such relation to. the governor and the various operative par s that when the speed of the car shall exceed the desired limit the governor will operate the valve. A greater or less spread ot' the governor-balls is allowed at pleasure by these adjustable means. 'if it is desired to allow an increased speed of descent before the valve operates, the arc will be lowered on the connecting-rod and there secured so that the connecting-rod will have to be raised a greater distance before the valve operates, and vice versa. The purpose of the adjustable weight Pf is to so counterbalance the lever and connecting-rod and the governor-balls as to give greater or less scnsitivcness to thc governor mechanism.

In order to cause the descent-speed govorner-valve to have a larger capacityr for controlling the flow with very slight movement ot' such valve, l use a wide-way form of valve, and the descent-speed governorpassagc l1' is oblong in cross-section. This construction is common to the elevator dcscribed in my saidiormer application. It is desirable to be able to adjust this passage so that its normal capacity of iiow when open will allow a certain speedof descent. 'lhc speed of descent with agiven size of passage will necessarily vary under diiterent loads, and l have provided means for varying the size of this passage to adjust the same for cars of ditterent weight, so that in setting up the machine the engineer can accurately set the speed-descent for a given speed for the particular weight of unloaded car in use in that elevator.

. L1L is an auxiliary slide-valve arranged to close such descent-speed governor-passage and to slide diagonally across such passage, and provided with aslot 74, arranged parallel with such passage to register therewith during a portion of the movement of the slide. This slot is of equal width with the passage, but ot' greater length, the length being sufticient to allow for the longitudinal movealways be open from end to end a greater or less width until `linally closed by the slide. Owing to the diagonal path of the slide the edges ot the slot in the slide move trai'isverse to the descent-speed governor-passage and will slide across such. passage, and the slide is adapted to entirely close the saine. During the movement of the slide the passa-ge is increased or diminished in width throughout its entire length, so that the liquid is fed to the widevay speed-descent governor-valve throughout the entire length ot its port. The slide is provided with a screw-socket X41. (See Fig. l2.)

[42 is a valve-rod screwed into the socketin such valve.

F3 indicates the bearing, arranged to allow the valve-rod to rotate and to prevent it from moving axially. The end of the rod is angular, to allow it to be turned by a wrench.

Vhen the elevator has been set up, the descent-speed governor-passage is regulated as to width by turning the valve-rod;

There is from various causes a liability of the valved conduit, and l provide for the removal of the same. In this relation my invention comprises a hydraulic speed-regulator composed of a. cylinder having its ends connected by a valve-controlled conduit, a piston within such cylinder arranged to return liquid from compartment to compartment of the cylinder through the conduit, a body of liquid in the cylinder and conduit, and having an air-collecting chamber L5, provided with a valved outlet. l, and arranged above and connected with the highest point of the valved passage. By this arrangement ment of the slide, so that the passage will,

air being in closed within the cylinder and IOO lIO

vthe control-rope.

when the liquid passes back and forth through the conduit by reason of the operation of the piston it carries with it the contained air until it reaches the highest point in the conduit, and there the air escapes upward to the air-collecting chamber and may be expelled by the introduction of additional liquid, the valved outlet being opened for this purpose while the liquid is being introduced.

L" indicates a screw-threaded hand-hole in the top of the conduit, and Z isa screwthreaded plug screwed into such opening. The air-collecting chamber L5 is mounted upon such plug and connects therethrough with the interior of the conduit. This plug is arranged above the check-valve L and admits of its insertion and removal and also allows access to and inspection of the interior of the conduit. L7 is a like hand-hole over the descent-speed governor-passage, and the` same is closed by plug' Z7.

The check-valve is arranged on that side of the descent-speed governor-valve toward which the liquid lows during the descent of the car, and the conduit ll on the side of the check-valve opposite the speed-descent governor-valve is controlled by the main controlvalve LS, which is operated from the car by The conduit at this point has a valve-seat Z22, circular in cross-section, with a narrow inlet b3 on one side of the valveseat and an outlet bl on the other. The valve is composed of the journals ZS, journaled in the valve-seat on the opposite sides of the conduit, a valve-web Isl, having an arc face iitting the valve-seat and slightly wider than the inlet-port b3, and arranged to fit the valveseat and close the port and to open the port when the valve is slightly rotated, and the webbraces ZS?, forming, with the valve-web, bearings circular in cross-section. to fit the valve seat. This construction provides a valve having a very slight extent of motion to open both ways and having great strength, so as to resist the pressure, and also has eX- cellent wearing qualities and is very simple in construction for a valve which is to open when turned in two directions and is to be closed when in its intermediate position.

I will now describe the mechanism for controlling this valve to wholly shut off the .ow of liquid through the conduit and prevent the movement of the car. I will first describe the mechanism in the car for operating the control-rope.

M M are pulley-guides carried by the car. M2 is a pivoted lever pivoted to the car and arranged to play between said guides. M3 is a single traveling pulley arranged in said guides on one side of the lever to travel toward and from the lever.

m2 are connecting-rods connecting the single pulley with one arm of the lever.

Ml M41 indicate a pair of traveling pulleys arranged in the pulley-guides on the other side of the lever to travel toward and from the lever. m21 indicate connectin g-rods connecting the pair of pulleys with the other arm of the lever.

M5 is the control-rope, fastened at one end at the top of the well and passed under one of the pair of traveling pulleys, thence over and around the single traveling pulley, thence up and over the other pulley of the pair, and I[hence down and connecting with the controlvalve-operating mechanism.

'm22 indicates the hanger which supports the lever, guides, and pulleys. It is carried by the car. The lever has a brace 712:23, which projects from the side of the lever and straddles the hanger and is journaled on the fulcrum m24, upon which the lever turns.

9 indicates antifriction-rollers, which carry the control-rope traveling pulleys.

N is an are fixed to the car and notched on one face. The pivoted operating-lever M2 is arranged with its free end engaged with and arranged to slide along the other face of the are.

MG is a handle pivoted to the front side of the lever M2, and provided on one side with a tooth m to enter the notches n of the rack. Suitable means are provided for moving the handle in one direction to insert the tooth into the notches. These means, as shown, consist of the spring m61, fastened to the lever M2, and arranged to press against the handle to force the tooth against the notched face. The handle is recessed to receive the spring, and is provided with a stop m62, arranged opposite the tooth to limit the movement of the handle in the other direction. The pivoted lever il 2is provided at its free end with a stop m2, engaging with and sliding along the plain face of the arc. Normally the spring mm holds the handle up, with its tooth inserted into a notch of the arc. Then it is desired to operate thelever, the handle is iirst moved against the action of the spring to withdraw the tooth from the notch, and then the lever is moved to operate the control-rope-operating pulleys and can be set in any position by simply releasing the handle and allowing the spring to again insert the tooth in one of the notches.

O indicates a stationary control-rope support-pulley fastened to the frame of the well O'. P indicates xed threaded weight-guide rods fastened to such frame and arranged beneath such pulley.

P P2 indicate upper stop-nuts on the intermediate threaded portions of the rods. v

P3 indicates a weight-retaining cross-head.

P4 P5 indicate the lower stop-nuts on the lower ends of the rods to sustain the weightretaining cross-head and to adjust it on the guide-rods.

P indicates the control-rope weight having guid ewaysp at its sides iittin g the guiderods.

The control-rope M5 is connected with the control mechanism of the elevator and passes over the pulley and is fastened to the weight. This combination provides a suitable adjustlOO IIO

able tension device tor holding the controlrope tant and also limiting the movement of the control-rope weight. lVhen the machine is set, the upper stop-nuts are screwed down against the weight to bring the rope to the rightposition to be taut when the control mechanism at the bottom of the well is in its :intermediate position with the electric current cut oit and the valved conduit closed, and the lower stop-nuts P4 P5 are adjusted to hold the cross-head P3 a short distance below the weight to allow a limited movement of the weight downward and to prevent the weight from falling.

The control-valve LS is arranged to close at its intermediate position and to open when turned to either side ot such position. Q is a valve-lever connected with such valve to partially rotate it. MI is the rheostat and control-valve -lcver operating slide operatively connected with such valve-lever and connected with the control-rope M5.

MS is suit-able means to operate the slide against the action ot' the control-rope. This means, as shown1 consists of a weight connected with the slide by a rope hung over the pulley ml. The slide can be operated by a spring it desired.

R indicates the rheostat 'for turning ou7 regulating, and cutting oft the current tor driving the elevator. This rheostat is operated by the slide 3175 and the several parts are so arranged that the slide will operate to cut ott the current when the valve is closed and when the lover is turned to one side to open the valve, and will turn on the current when the lever is turned to the other side of its intermediate position to open the valve.

mi m71 m72 indicate adjustable stops to lim it the movement of the slide in both directions.

When the control-rope-operating lever is operated in the can it operates the pulleys and thereby operates the control-rope, which pulls the slide in opposition to the slide-returning weight and thereby operates the control-valve. If it is desired to drive the car upward,the lever will be turned to spread the pulleys Ms and M1 M and raise the rope to pull the slide in opposition to the slide-retaining weight MS, thus opening the controlvalve and turning on the current through the rheostat. The electric motor is then operated by the electric current, thus driving the power-pulley and the power shaft and pinion and driving the rack to operate the traveling sheaves to operate the car-operating cable and raise the car. At the same time the counterweight .IS acts through its cable to pull upon the the traveling sheaves to draw them in the direction in which they are forced by the rack, and at the same time the piston is forced to the right .in the cylinder, thus driving the liquid through the conduit and returning it to the opposite end of the cylinder. The check-valve rises to allow it to freely pass through the conduit.

To stop the car, the lever lll2 is turned to its intermediate position,thus returning the control-valve to its intermediate position and also cutting ott' the current at the rheostat, so that the piston is prevented by the liquid and the control-valve trom moving in the cylinder and at the same time the power ceases to act to drive the rack. To cause the car to descend, the lever M2 is thrown to the reverse posit-ion. The slide-retracting weight operates to pull the slide MT into a reverse position to reverse the control-valve lever and open the controlvalve in the opposite direction. The rheostat remains with the current cut oit, and the weight of the car is allowed to act through the car-operating cable, the traveling sheaves, and the piston upon the liquid. This immediately tends to force the liquid from the left compartment of the cylinder to the right compartment. The check-valve prevents any flow through the check-valve passage b of the conduit, and the liquid is therefore forced to tind passage through the speed-descent governor-valve L. In case the speed of descent exceeds the limit for which the speed-descent governor is set the speed-descent governor will operate to close the speed-descent governor-valve L', and thus prevent the liquid from passing so rapidlythrough the conduit, and thus the speed ot` descent is controlled by governor.

The control-operating mechanism is connected with the car to control the same through intermediate means comprising the car-hoisting apparatus, and I wish my claims to cover the car-controlling device when applied to other engines of difieren t type t rom thatwhich I .have shown herein, as such application can be made by an ordinary workman. The carhoisting apparatus in this instance comprises the electric motor and its connections, the sheaves an d the machinery between the sheaves and the motor, the ear-hoisting ropeand the pulleys pertaining thereto.

I have provided a suitable safety device which is carried by the car and is arranged to be brought into operation by a safety-de viceoperating rope, which is fastened at the top and bottom of the well. This safety device is designed to be brought into operation in case the car-operating cable should break or in case ot' any other emergency which might be considered of suflieient importance, and is arranged to be operated both by a safetygovernor and also by the person in charge of the elevator within the car, and my invention includesatorm ot' construction and combination of parts whereby I am enabled to release the safety device with but little inconvenience after it has been thrown into operation and has caught the fallen car. I will now describe this safety device.

S indicates a pivoted guide-gripping jaw, and S the retracting-spring arranged to hold such jaw open.

S2 indicates a pivotcd guide-gripping operating-lever provided on one side of its fulcru m with a guide-gripping jaw S3, and with IOS IOS

IIO

an arm S", arranged to operate the other jaw I provide suitable means for operating the long arm of the grip-operating lever, and the operating of such arm causes the grippingjaws to close toward each other. These jaws are arranged with the car-guide T between them, so that when the jaws close they will grip the guide. Each elevator-well is provided with two guides T T, and the grippingjaws for one guide is of like construction with that for the other guide. My invention in this regard is so arranged that the two gripping devices will balance at the middle of the car, the operating-lever for one of the gripping devices being arranged on one side of the vertical mid-plane of the car which cuts the guides, and the other grip-operatinglever being arranged on the other side of suoli plane, an d I provide means for operating the two operating-levers simultaneously in such a manner as to hold the two constantly in corresponding positions in relation to such plane. To operate these levers, I provide an axially stationary screw U, journaled to the car, a nut Si", swiveled to the end of the long arm of the lever S2 and arranged to slide therealong and screwed upon the screw.

I provide suitable screw-rotating means arranged to be driven by the movement of the car, and I provide suitable means for connecting the screw with and disconnect-ing it from such screw-rotating means. My invention comprises the combination of this screw and the means for operating the same and the gripping device, and it also comprises the combination of the two gripping devices, the screw, and the means connecting them with the screw. The two pairs of gripping-jaws, which are indicated in the drawings by the same respective characters, except that the characters in one pair is marked with an ad- `ditional indice I.

The safety device as applied to the ear comprises the two pairs of gripping-jaws arranged to grip the guides, respectively, jawretracting springs arranged, respectively, to normally hold one jaw of each pair away from the guide, two levers arranged, respectively, to operate the pairs of gripping-jaws, the right-hand nut Si", swiveled to one of the levers and arranged to slide thereon, the lefthand nut S51, swiveled to the other lever and arranged to slide thereon, the right and left compound screwU, journaled to the car and having its right threads u screwed into the right-hand n ut and its left threads u screwed into the left-hand nut, the screw-rotating means arranged to be driven by the movement of the car, and means for connecting the screw-rotating means with and disconnecting such screw-rotating means from the Screw.

I will now describe the means for connecting-the screw-rotating means with and disconnecting the same from the screw.

Vindicates the screw-rotating shaft provided with a clutch-head V'.

V2 indicates the governor-sleeve, mounted on the shaft to slide thereon.

V3 indicates the safety-governor, mounted on the shaft to rotate therewith and arranged to operate the governor-sleeve.

U U2 indicate clutch-arms pivoted to the screw and arranged to rotate therewith and adapted to engage the clutch-head.

u2 u indicate suitable means, such as springs, to normally hold the clutch-arms out of engagement with the clutch-head.

V4 indicates the clutch operating sliding sleeve journaled upon the shaft V.

V5 indicates alink connecting the governorsleeve with the clutch-operating sleeve to operate the same when the governor-sleeve is slid by the spreading action of the governorballs.

V6 V7 indicate connecting-rods connecting the clutch-sleeve with the clutch-arms to draw them into engagement with the clutch-head when the governor-balls are spread apart by the rapid rotation of the rotating shaft. The springs V8 are arranged to draw the governorg balls together when the rotation decreases. The screw-shaft U is provided at its clutch end with a grooved head U3, and the clutcharms are arranged to play back and forth in its grooves. The purpose of the grooved head is to hold the arms rigid and support them when acted upon by the clutch-head V/,which operates upon the arms by means of the peripheral projections if.

V9 indicates the safety-rope pulley fixed upon the end of the rotating shaft V and connected with the safety-rope W, which is wound once around the safety-pulley and extends from top to bottom of the well and is fastened at the top and bottom. I provide a suitable tension device for holding this rope taut.

IV at the top of the well is a weighted lever to which the safety-rope is attached. I provide the lower end of the rope also with a suitable tension device and take-up, which I will hereinafter describe.

The governor V3 is set for such a speed of descent that if the car should exceed the speed of ydescent for which the descent-speed control-governor is set the safety-governor V 3 will operate to slide the sleeve, to draw the clutcharms into engagement with the clutch-head and thereby connect the screw so that it will be rotated by the rotating shaft and drive the nuts S51 apart, thus operating the levers S2 S21 and the pairs of grippingjaws so that the gripping-jaws grip upon the guides. lVhen this is done, the ear must stop. In order to increase the gripping action, Ihave provided acertain wedge arrangement, which I will hereinafter describe, and this causes the grips to take hold with very great force. In order to release the grip when it has thus been brought into operation, I make one end ofv the screw-shaft angular in cross- ICO IIO

section, and I provide a wrench Ui to fit upc-n l the angular end U of the screw, and a suit- V4, so as to operate upon the sleeve Y2, throwj ing it to the right.

X indicates a bent lever pivoted to the car; X2, a vertical foot-rod pivoted to the horizontal arm of such bent lever; X3, the connectingrod connecting the vertical arm of such bent lever with the upper end of the vertical lever, so that when the toot-rod is pushed down it will operate through the intermediate means described to push the governor-sleeve V2 to the right, thus to draw the clutch-arms against the clutch-head and cause the screw to rotate to operate the gripping device.

I provide suitable means for returning and normally holding the several operative parts in position to be operated to throw the'safety device into operation. X4 indicates a spring which accomplishes this object. The connecting-rod X3 is bifurcated at the end to straddlc the rod X2 and the spring X4, so that the bent lever, the connecting-rod, and the foot-rod and spring can all operate in the same vertical plane. This bifurcation is indicated by shading on the rod X3 in Fig. 93.

I will now describe the construction ol' the guide-gripping jaws whereby I increase the grip of such jaws and cause the downward movement of the car to complete the gripping of the guides by the jaws after the jaws have once been set iut-o operation to grip the guides. Each pair et jaws is provided with two vertically-arran ged wedges Y Y', arranged, respectively, between the jaws and the guide embraced bythe jaws to play along the guide and also along the faces of their respective jaws. These wedges are arranged with the small endsvup, and the faces of the jaws where they lit upon the wed ges respectively are bev eled in the same angle as the side ol the wedge, so that when the wedge slides vertically'along its jaw its guide-engaging face will `remain parallel with the guide.

Y2 indicates springs arranged to hold the wedges normally in place against their respective jaws.

YS indicates shoulders at the top of the wedges to prevent the wedges from falling below their jaws. In order to allow the wedges of the grippingjaws to fit flat against the guide without digging into it, each grippingjaw is provided with a concave groove I5, which ext-ends from top to bottom of the jaw, and each sliding wedge has one side flat tted to the guide and itsI other side convex and 'fitted tothe groove to slide vertically therein. lVhcn the lever is operated to cause the jaws to grip the guide, the wedges are pressed against the guide,and the friction of the wed ge upon the guide causes the wedge to slide with relation to the jaw, thus wedging the jaws iirrnly to grip the guide. It is designed by this contri Vance to cause the safety device to stop the car with a gradual movement, the gripping not being instantaneous, but by a slight sliding motion upon the guide before the wedging and gripping has been sufficient to stop the car. The stop, however, will be made within the space oifabout a i'oot.

I will new describe the take-up and tension for the safety-device-operaiing rope.

Z indicates a weight fastened at the lower end of the safety-device-operating rope.

Z is a sleeve-support 'fixed at the bottom of the well.

Z2 is a screwthreaded sleeve surrounding the rope and screwed through the sleeve-support into the path of the weight and adapted to be screwed up and down thereon. The upper end of the sleeve is angular in crosssection to admitl of the use oi a wrench to turn it to screw it up and down. pose of the weight is to keep the safety-rope. always taut, andthe purpose ot the sleeve is to prevent its rising when the car is traveling upward. Iu setting the machine the sleeve is screwed down iirmly against the weight, and the weight will take up any stretch or slack that may occur and which is not brought to the notice of the operator. The operator may from time to time screw the sleeve down to keep it in engagement with the weight so that there will be no play oit the rope.

New, having described my invention, what I claim as new= and desire to .secure by Letters Patent, is-

l. In a multiplc-sheave elevator, the cembination ol' a hydraulic cylinder; a valvecontrolled conduit connecting the ends of the cylinder; the car-supportingpiston-rod within said cylinder passing through both ends of the cylinder; a piston-head mounted on the pistonrod within the cylinder; a body of liquid in the cylinder and conduit; a cross-head fastened to one end of the piston-rod; a rack connected with the cross-head and connected with the driving mechanism; the traveling sheave mounted on such cross-head; the iixed sheave; the car-operating cable fixed at one end, passed thence around the sheaves and operatively connected with the car at the other end; and the driving mechanism operatively connected with the cross-head.

In an elevator, the combination ol' a hydraulic cylinder; a valve-controlled conduit connecting the ends of the cylinder; the car-supporting piston-rod provided with a piston-head and arranged to reciprocate in the cyli nder a body of liquid. in the cylinder The pur- IOC IZO

and conduit; a traveling sheave operatively connected with the piston-rod to move therewith; the iixed sheave; the car-operating cable fixed at one end, passed thence around the sheaves and operatively connected with the car at the other end; and the driving mechanism operatively connected to the piston-rod.

3. In an elevator, the combination of the power-shaft provided with the pinion; the two fixed sheaves; the rack meshing with such pinion; two traveling sheaves fastened to such rack and arranged to travel back and forth between the fixed sheaves; the car; the car-operating cable xed at one end, passed thence around one of the traveling sheaves and one of the fixed sheaves and operat ively connected with the carat the other end; the counter-weight; the counterweight-cable fixed at one end, passed thence around the other traveling sh'eave and the other iixed sheave and operatively connected with the counterweight; the cylinder; the cond uit connecting the opposite ends of the cylinder; the piston-rod connected with the rack and extending through both ends ofthe cylinder; the piston-head mounted on the piston-rod and arranged to reciprocate within the cylinder;v a body of liquid in the cylinder and conduit; valves to control Ythe flow of liquid through the con duit, and mechanism operatively connecting the valves with the car.

et. In an elevator, the combination of theV power-shaft provided with the pinion; the rack meshing' with such pinion; the traveling sheave fastened to such rack; suitable guides for said rack; the fixed slieave; the car; the car-operating cable Fixed at one end, and passed thence around the sheaves and operatively"connected with the car; and carsupporting means connected with the rack.

5. In an elevator, the combination oi the power-shaft provided with the pulley and with the pinion; a rack meshing with such pinion; a traveling sheave fastened to such rack; suitable guides for such rack; the iixed sheave; the car-operating cable fixed at one end, passed thence around the sheaves and operatively connected with the car; the mottr; the belt connecting the motor with the powershaft pulley; and carsupporting means connected with the rack.

G. ln an elevator, the combination of the power-shaft provided with a pinion; -a rack meshing with such pinion; the traveling sheave fastened to such rack; suitable guides for sa'd rack; the fixed sheave; the car; the car-operating cable iixed at one end, passed thence around the sheaves and operatively connected with the car at the other end; the cylinder; the conduit connecting the opposite ends of the cylinder; the piston-rod connected with the rack and extending` through both ends of the cylinder the piston-head mounted on the piston-rod and arranged to reciprocate within the cylinder; a body of liquid in the cylinder and conduit; valves to control the flow of liquid through the conduit, and mechanism operatively connecting the valves with the car.

7. The combination of the power-shaft provided with the pinion; the rack meshing with the pinion; the traveling sheave connected with the rack; the truck provided with the two wheels each having a beveled iiange; a track forsuch Wheels provided with beveled faces to iit the beveled flanges and having a retaining-web projecting from its upper sideV between the beveled faces and provided with a retaining-flange; and a hooked arm depending from thetruck and hooking into the retaining-web.

8. The combination of the power-shaft provided with the pinion; the rack meshing with such pinion; the roller engaging the back of the rack opposite the pinion; the truck fastened to one end of the rack; the track for such truck arranged on one side of the pinion, and the rack-supporting wheels arranged on the other side of the pinion to engage with the under side of the rack to support it.

E). In an elevator,the combination of the car: the cylinder; the valve-controlled conduit connecting the ends of the cylinder; the carsupporting piston-rod operatively connected with the car and extending through both ends of the cylinder; the piston-head mounted on the piston-rod and arranged within the cylinder; the adjusting' stop-nut screwed upon the end of the piston-rod to engage one head of the cylinder when the car has reached the downward limit of its travel.

l0. In an elevator, the combination of the speed-descent governor-valve; a valve-lever secured thereto to partially rotate the same and provided at one end with an arc having the axis of the valve for center; a connectingrod pivoted to the valve-lever between the valve and the are and adjustably fastened to the are; the car; the governor operatively connected with the car and also operatively connected with the connecting-rod.

1l. ln an elevator, the combination of the governor; the car operatively connected with the governor; the speed-descent `governor-- valve; a valve-operating lever connected with such valve and provided at one end with an adjustable weight and at the other end with an are with the axis of the valve for center; a connecting-rod pivoted to the valve-lever between the are and the valve; adjustable connections connecting the arc with the connecting-rod and means connecting the free end of the connecting-rod with the governor.

l2. The combination of the conduit having a passage oblong in cross-section; a valve arranged to close such passage and to slide diagonally across such passage and provided with a screw-socket and with an oblong slot arranged parallel with such passage to register therewith during a portion of the movement of the valve; a valve-rod screwed into IOO IIO

suoli valve; and the bearing arranged to allow the lvalve-rod to rotate and to prevent it from moving axially.l

13. In an elevator; the combination of the cylinder having two compartments communicating ivi th each other through a conduit; the car-su pportin g piston arranged in the cylinder; mechanism connecting such piston with the car to support the same during its descent; the descent-speed governor operatively connected with the car; the descentspeed governor-valve operatively connected with such governor and arranged to control, the flow through the conduit; and an auxiliary valve arranged to adjust the size ol the passage leading to such governorwalve.

lx-l. ln an elevator a hydraulic speed-regulator composed of a cylinder having its ends connected by a valve-controlled conduit; a piston Within such cylinder arranged to return the liquid from compartment to compartaient of the cylinder through such conduit; a body of liquid in the cylinder and conduit; and an air-collecting chamber having a valved outlet and arranged above and connecting with the highest point of the valved passage.

15. In an elevator, the combination of the car; the pulley-guides carried by the car; a pivoted lever; a single traveling pulley arranged in said guides on one side of the lever to travel toward and from the lever; t-he connecting-rods connecting the single pulley with one arm of the lever; the pair oli-traveling pulleys arranged in the pulley-guides on the other side of the lever to travel toward and from the lever; connecting-rods connecting the pair oi pulleys with the other arm of the lever; the rope fastened at one end7 passed under one ot the pair of traveling pulleys, thence over and around the single traveling pulley, thence over the other pulley ot the pair and thence down and connecting with the control-operating mechanism such mechanism; and intermediate means connecting such mechanism with the car to control the same. y

lill. The combination oi the pulley-guides carried by the car; the pivoted lever; a single traveling pulley arranged in the pulleyguides on one side of the lever to travel toward and from the lever; the connectingn'ods connecting the single pulley with one arm of the lever; the pair of traveling pulleys arranged in the pulley-guides on the other side of the lever to travel toward and from the lever; and connecting-rods connecting the pair of pulleys With the other arm of the lever. l

1T. The combination of the arc, plain on one face and notched on the opposite face; the pivoted lever provided at its free end With a stop engaging with and sliding along the plain face of the arc; the handle pivoted to the lever and provided with the stop to limit its downward movement; and with the tooth arranged to enter the notches of the arc; and

the spring arranged to nieve the handle to insert its tooth into the notches.

18. ln an elevator, the combination of the well-frame; the stationaryT control-rope-supporting pulley; the fixed threaded Weightguide rods arranged beneath such pulley; the upper stop-nuts on the intermediate threaded portions of the rods; Weight-retaining cross-head connecting the rods below the weight; the lower stop-nuts on the lower ends ol' the rods; the Weight having guideways at its sides iitting the guide-rods; and the control-rope connected with the controlling mechanism of the elevator and passing over the pulley and fastened to the Weight.

i9, ln an elevator, the combination of the control-valve arranged to close at its intermediate position and to open when turned to eitherside of such position; a valve-lever connected With suoli valve; the rheostat for turning on, regulating and cutting off the current for driving the elevator; the rheostat and control-valve-lever operating slide arranged to cut off the current when the valve is closed and when the lever is turned to one side to open the valve, and to turn on the current when the lever is turned to the other side to open the valve; the control-rope; means for operating the control-rope to operate the slide and means for operating the slide in opposition. to such rope.

20. ln an elevator; the combination of the control-valve arranged to close at its intermediate position and to open when turned to either side of such position a valve-lever connected with such valve; the rheostat for turning on, regulating and cutting off the current for driving the elevator; the rheostat and valve-lever operating slide connected with the control-valve and with the rheostat and arranged to cut oft the current when the valve is closed and when the lever is turned to one side to open the valve; and to turn on the current When the lever is turned to the other side to open the valve; the control-rope means for operating the control-rope to operate the slide means for operating the slide in opposition to such rope; and adjustable stops to limit the movement of the slide in both directions.

2l. The combination of the rotating shaft provided With a clutch-head; the governorsleeve mounted on the shaft to slide therealong; the governor mounted on the shaft to rotate therewith to operate the governorsleeve; the rotating screw; the angle-levers pivoted to the screw to rotate therewith and adapted to engage the clutch-head; means to normally hold the levers out of engagement with the clutch-head; alever-operating sliding sleeve journaled upon the shaft; a link connecting the governor-sleeve with the leveroperating sleeve to operate the same, and connecting-rods connecting the lever-sleeve With the angle-levers to draw them into engagement with the clutch-head.

In an elevator, the combination oi:` thc IOO IIO

ear; a safety device connected with the ear; the governonsleeve mounted on t shaft to slide therealong` and Connected with the safety device; sneh shaft; the governor mounted on the shaft to rotate therewith to operate the govei'noisleeve and provided with springs arranged for normally holding` the governor in position to be operated to operate the sleeve to throw the safety device into operation; t Vertical lever pivoted to the ear and Connected with the sleeve to operate the saine; a bent lever pivoted to the ear; a vertical footdod pivoted to the horizontal arm of such bent lever; and the Connecting-rod connecting the JOHN PARKINSON.

lVitnesses: A

JAMES R. TOWNSEND, ALFRED I. TQWNSEND. 

